Isaac Newton knew what he was talking about, and Randy Belehar can prove it. He's got a mountain of junk parts that scientifically demonstrate that a big hankin' Pontiac at rest wants to stay at rest, and it'll chew up a warehouse full of ring gears, Posi units, TH400 sprags, and rear control arms when you try to urge it into motion. Sir Isaac never planned on the mass of a 4,100-pound car and driver being accelerated by a 467ci Pontiac, but somehow his laws must explain the cracked block and pile of destroyed roller lifters.

Why persist in such folly? Because you still have your first car, it's a '70 Grand Prix, you build everything with your own hands, and owning a lightweight or a Chevy never crossed your mind. That's Randy's deal. He bought this lump when he was 17 years old, drove it to high school every day, and raced it at every chance. He rolled with Hot Rod during three legs of Power Tour in 2001. In 2002, he drove 300 miles from his home in Detroit Lakes, Minnesota, to Thunder Valley Raceway in Marion, South Dakota, won a bracket race there, then motored home. By 2007, iron oxide had overcome the Poncho, and Randy embarked on a two-year rehash in which he personally executed every step other than spraying the paint.

2/9Randy did the bodywork, but his friend Chuck Huve sprayed the paint, which is ’08 Ford Dark Highland Green (as seen on a Bullitt Mustang). The acres-huge hood is remarkably straight and, surprisingly, fiberglass. Somehow, Randy talked VFN (VFNfiberglass.com) into making it.

Then, 2009. There's a happy spot in our brain that carries the image of this luxo-mobile hoisting the hoops and blasting the quarter-mile on the first day of Drag Week that year. A few pesky laws of physics later and the Pontiac was a dead player, but Randy was back for 2011, survived the 1,260-mile drive, and ran a 9.88 at 134 mph while he was at it. He says the car's best ever is 11.11 at 119.6 mph on horsepower alone and 9.76 at 135 on a two-stage unit.

How? With a genuine Pontiac 455 snagged from an old demo derby car. The stock block was beefed with a set of four-bolt main caps by Pro-Gram Performance (Pro-Gram.com), a lifter-bore brace (seriously required on a stock-block Pontiac), and a half-fill with HardBlok (HardBlok.com). With a 0.035-inch overbore and a 4.250 stroke (4.21 is stock) from a billet Ohio Crankshaft unit, the engine displaces 467ci. It also has 6.800-inch Eagle rods and Ross flat-top pistons that squeeze 10.4:1.

The heads are aluminum D-ports from Kauffman Racing (KREpower.com) that are CNC ported and said to flow 325 cfm through the 2.11-inch intake valves; the exhausts are 1.77, and Randy chose the versions with 85cc chambers. The cam is a custom solid roller by Bullet with 263/271 degrees of duration at 0.050 tappet lift, 0.704/0.704 lift, and a LSA of 108 degrees. It also uses 1.65:1 roller rockers from Harland Sharp (HarlandSharp.com), a billet timing-gear set from Butler Performance (JBP-Pontiac.com), and a stud girdle from Ken's Speed and Machine (PontiacDude.cc). Finishing it off is an Edelbrock Victor Pontiac 4150 manifold carrying an 850-cfm Proform carb and headers that Randy made himself with parts from Headers by Ed (HeadersByEd.com). They use 2-inch primaries, 31?2-inch collectors and pipes, and mufflers from Pypes (Pypes Exhaust.com).

3/9It’s more functional than beautiful, and that’s just perfect. A few ugly pounds were dropped by hacking out the factory air conditioning suitcase on the firewall and covering the opening with a piece from AGM Industries (ACdelete.com). Randy also ditched the power-brake booster with a Wilwood master cylinder, but he still rolls with power steering.

With that setup, the Grand Prix made 446 hp to the tires on a Dynojet. But there's more: It also made 642 hp on the nitrous. The spray comes from a two-stage Big Shot plate from NOS; it delivers 100 hp at the hit, then shoves another 225 at 15 feet off the line. Randy uses an MSD Digital 6-Plus box to retard timing by a total of 10 degrees.

That's power that breaks stuff, including three different 34-element sprags in the TH400, which is why he now runs a 36-element unit from CK Performance (CKperformance.com). Other trans goodies are a Coan manual valvebody, a Continental 10-inch converter that stalls at 4,200, and a JW Ultrabell for safety. Randy also has a Gear Vendors Under/Overdrive. The rear axle is a 12-bolt Chevy with Mark Williams C-clip eliminators, 30-spline axles, an Eaton Posi, and 3.73 gears.

You'd think weight alone would deliver traction, but this big G-body has some other help. A Grand Prix is like a Monte Carlo (though Randy points out the Pontiac came out first), which is like a Chevelle, so suspension bolt-ons are not hard to find. QA1 single-adjustable shocks are used all around. The front coils are 260-lb/in Moroso Trick Springs, and the rears are 200-lb/in, all with one loop whacked off. Randy has Global West front upper control arms, and in the rear he uses Dick Miller (DickMillerRacing.com) lowers and Edelbrock uppers, which he doesn't care for because of the aluminum bodies. He's made his own no-hop bars on the upper mounts. The power hits the pavement through Mickey Thompson 315/60-15 ET Street Radials.

It's pretty cool that Randy shared with us that level of detail on his super sleeper, but don't go thinking it's just that easy. He's got 15 years into dialing in the combo. And when it works, man is it impressive.